Technique

Much of general aviation activity in piston-powered airplanes is for recreation-the proverbial $100 hamburger ($1000?) on nice sunny weekends. Still, there are many general aviation pilots who fly-using the technical phrase-for the furtherance of business. Were not talking banner tows, flight instruction, skydiving, or true commercial endeavors. Furtherance of business denotes those operations that are only incidental to that business or employment. (14 CFR 61.113)

NextGens prime objective is to improve the flexibility and efficiency of our National Airspace System (NAS) to accommodate increasing traffic. This is possible only if your trip receives NextGen support from preflight to engine shutdown. Called trajectory-based operation or TBO, you will one day preflight by selecting one of several near-optimal trajectories accounting for weather, traffic, obstructions, special use airspace and more. Nice, eh?

Albert Einstein is reputed as saying that everything should be made as simple as possible, but no simpler. In March, Manage Your Electrons, attempted to explain certain concepts and principles without overwhelming readers unfamiliar with batteries and electrical systems. In so doing, we may have violated Einsteins directive, because weve gotten a lot of mail complaining at our oversimplification. So, here is a more detailed explanation of much of what we conveyed in that article.

No matter how carefully you plan, problems seem to appear. But they can be mitigated exercising care in planning, situational awareness, and knowledge. Here, we focus on knowledge to help you gain that essential element of situational awareness to build on the rules of thumb youre originally taught.

For years, V141 from Boston would take you to CELTS and then to DRUNK, which mysteriously became DUNKK around St Patricks Day a few years back. I dont recall any announcement. I wonder if that was a lucid moment of sobriety.

Feedback on our sim challenges has been masochistic appreciation of nasty stepdowns and harsh tailwinds. This time well build on that by doing stepdowns with a twist-literally. One of our approaches is a head-scratching DME arc to the missed approach at Martin State Airport (KMTN). Its a constantly changing final approach course from the days before cool RNP. And its available to anyone with a real VOR and DME … or maybe even GPS.

Your favorite phrase as a pilot probably isnt, Go around. You might have been set up on final, aircraft perfectly configured, ready to call it a day, and suddenly youve got to throw all that out and try again. For a controller, the go-around is a last-minute tactic to resolve insufficient clearance or some other unexpected danger. Sure, it fixes an immediate problem, but it instantly creates other risks. Whether ATC initiates it, or you do, its adding complexity for everyone involved.

Given a choice, chances are a pilot will pick a vertically guided approach over a non-precision approach. Theyre easier to fly and the minimums are almost always lower. From a design perspective they also afford stricter obstacle clearance assurances. Whats not to love? Thats probably what the thought process was like that nearly led to a significant portion of non-precision approaches being cancelled or severely restricted in late 2017. …

The optimistic among us, besides having sunnier dispositions when asked to copy a reroute or enter a hold, like to assume positive outcomes during flight planning. This means looking for bright spots (literally) in weather forecasts and finding the upsides to adjusting departure times. While its nice to have a good attitude in flight, completely ignoring the pessimist in you can result in not-so-positive results.

Remember when complex transport-category aircraft had a flight engineer (FE) to manage systems? I imagine there was quite an uproar when automation progressed to the point where the FE became unnecessary and airliners were certified for two-person crews.